Seán Canney
Galway East · Independent · Ireland
“To obtain an operational authorisation, an operator must provide a comprehensive safety portfolio, which includes assessing and addressing both ground and air risks with appropriate mitigations. Manna Air Delivery holds such an authorisation from the IAA.”
“The national policy framework for UAS, agreed by the Government, was published by the Minister in August last year. The policy framework aims to guide high-level strategic planning and development in the drone sector in Ireland through support, growth and innovation, while ensuring safe and secure operations.”
“I thank the Deputy for raising this matter, which I am taking on behalf of the Minister, Deputy Darragh O'Brien. I note Manna Air Delivery's recent statement that it will for now cease deliveries by drone in Ireland.”
“It proposes 16 actions under three main areas: the use of airspace and planning; compliance and enforcement; and enterprise and innovation. Actions in the policy framework include the establishment of a national working group on UAS geographical zones to develop transparent processes and procedures for the designation of these zones; the…”
“This new route provides passengers travelling from Charleville to Cork with a morning service at 7.05 a.m. and a service from Cork to Charleville at 5.45 p.m., Monday to Friday. This new route is part of the Connecting Ireland rural mobility plan, a major public transport initiative.”
“I thank the Deputy. I reassure him again that the Department, its Minister, Deputy O’Brien, my fellow Minister of State, Deputy Buttimer, and I are fully committed to delivering a more sustainable, inclusive and accessible transport system for the benefit of current and future generations.”
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“Implementation of the policy framework relies on cross-governmental structures, and the continuation of engagement and support from various Departments, agencies, the UAS sector and most importantly the public. I encourage the public to keep engaging on this particular matter. I again thank the Deputy for raising such an important matter.”
“It proposes 16 actions under three main areas: the use of airspace and planning; compliance and enforcement; and enterprise and innovation. Actions in the policy framework include the establishment of a national working group on UAS geographical zones to develop transparent processes and procedures for the designation of these zones; the safe management of the integration of UAS into our airspace; the impact on society and the environment; the establishment of a national u-space steering group to develop a national plan for the implementation of the u-space; a set of specific procedures designed to ensure safe and efficient access to and coexistence in airspace for the high volume of UAS; and the establishment of a UAS enterprise and innovation leadership group to foster the development of a robust ongoing policy on innovation.”
“Implementation of the policy framework is tracked and reported on through a series of annual action plans and progress reports. An implementation action plan for 2026, which sets out actions and corresponding timelines, is available on the Government's website. It is important for the public to know that. I am aware that the rapid pace of expansion of UAS operations has resulted in challenges and generated real concerns and uncertainty among communities, as the Deputy explained, particularly around the issues of noise, intrusion and privacy. The policy framework seeks to identify and address any policy regulatory or legislative gaps. The framework proposes a number of structures and actions to address concerns in relation to UAS usage and operations.”
“There is also a need for clarity on areas outside aviation safety and in respect of the roles and responsibility of bodies. Since the launch of the policy, the Department of Transport has also established the national policy monitoring group and this group will support and monitor progress on the implementation of the framework. I will continue with the rest of my response later.”
“The national policy framework for UAS, agreed by the Government, was published by the Minister in August last year. The policy framework aims to guide high-level strategic planning and development in the drone sector in Ireland through support, growth and innovation, while ensuring safe and secure operations. It seeks to identify and address any policy, regulatory or legislative gaps that may have arisen due to the pace of the expansion of the drone operations. These include areas such as planning and noise regulation where the rapid pace of expansion of drone operations have resulted in gaps and uncertainty. The policy framework proposed a number of structures and actions that aim to address concerns in relation to UAS usage and operations in balance with the realisation of the economic and societal benefits from the emerging sector.”
“To obtain an operational authorisation, an operator must provide a comprehensive safety portfolio, which includes assessing and addressing both ground and air risks with appropriate mitigations. Manna Air Delivery holds such an authorisation from the IAA. In addition to complying with the drone regulation, drone operators are also subject to national laws, including environmental, planning and data protection laws. While there is a comprehensive regulatory framework in place from an aviation perspective, there are areas where the rapid pace of expansion of UAS operations has resulted in gaps and uncertainties. The Government, aware that the impact of the growing UAS sector needed further consideration, included in the programme for Government a commitment to guide high-level strategic planning and the development of the sector in Ireland.”
“Under the EU regulatory regime, drone operations are classified into three broad categories, open, specific and certified, with different regulatory considerations applying to each category. Commercial drone operations may fall into any one of the categories depending on the risk associated. Low-risk commercial drone operations, such as aerial photography, which the Deputy mentioned, may fall into the open category where regulation and oversight of operations are lighter. Other commercial drone operations, such as drone delivery operations, are more closely regulated. These types of commercial drone operations may fall into the medium-risk specific category, which may require specific authorisation by the IAA. This type of operation is recognised EU member states.”
“Two drone-specific EU regulations ensure drone operations across Europe are safe and secure. Regulation 2019/947 sets operational rules that apply to both professional drone operators and those flying drones for leisure. Another regulation sets the common EU-wide technical requirements for drones and the features and capabilities that drones must have in order to be flown safely. This regulation also seeks to foster investment in the industry. The Irish Aviation Authority, the civil aviation regulator, oversees the implementation of the EU regulations and standards. The drone regulations are operation-centric and focus on the risk of drone operations so regulation is lighter on low-risk operations and more demanding on high-risk operations.”
“I thank the Deputy for raising this matter, which I am taking on behalf of the Minister, Deputy Darragh O'Brien. I note Manna Air Delivery's recent statement that it will for now cease deliveries by drone in Ireland. The Minister recently met with representatives of Manna Air Delivery and we welcome the company's continued commitment to operating significant research and development and manufacturing bases in Ireland, where it will test, design and build drones. The company will continue to pursue international opportunities with the Irish bases central to that strategy. From an aviation safety perspective, the regulation of both the recreational and commercial use of drones, or "unmanned aircraft systems", UAS, as they are technically called, is provided for under European Union regulations that are directly applicable to Ireland.”
“Coming from a rural constituency myself, I see the growth in demand for public transport. It is up to the Government to deliver on that. I thank the Deputy.”
“The route also provides late-evening and peak-time services for commuters and improved connectivity to Limerick city. The NTA has stated a number of new routes and route enhancements under the plan have yet to be implemented. The Deputy mentioned route 256 between Bantry and Macroom. This is at an advanced stage of planning and commencement is subject to funding. Discussions are ongoing between the Department of Transport and the NTA. Currently, they do not have a definite timeframe, but I can assure the Deputy that route 256, and the 257 and 233 he mentioned, will be raised with the Department and the Minister, Deputy O’Brien, and the other Minister of State, Deputy Buttimer. We will see where we can get with them. I appreciate the Deputy’s passionate plea.”
“I thank the Deputy. I reassure him again that the Department, its Minister, Deputy O’Brien, my fellow Minister of State, Deputy Buttimer, and I are fully committed to delivering a more sustainable, inclusive and accessible transport system for the benefit of current and future generations. In the Programme for Government: Securing Ireland’s Future, the Government committed to the continued roll-out of the Connecting Ireland rural mobility plan. Investment can be seen in the enhanced route 521 between Newcastle West and Charleville. This enhanced service now includes the addition of an early-morning service and higher frequency services from Thursday to Sunday. It operates seven daily return services from Monday to Wednesday, nine daily return services from Thursday to Saturday and four daily return services on Sunday.”
“Increased services have led to exponential growth in passenger numbers, with more than 8 million passenger journeys recorded across services in 2025. This represents an increase of 70% when compared with patronage in 2023. The expansion of rural bus services has brought life back into villages and towns. Under the Connecting Ireland initiative, the NTA plans to extend the 320 service to Charleville rail station and extend the frequency of services connecting Charleville town centre to the station, as well as Limerick city, Patrickswell and Croom, subject to the availability of funding and operational readiness. I assure the Deputy that transport connectivity is very important for people who live and work in rural Ireland, including in west Cork.”
“This new route provides passengers travelling from Charleville to Cork with a morning service at 7.05 a.m. and a service from Cork to Charleville at 5.45 p.m., Monday to Friday. This new route is part of the Connecting Ireland rural mobility plan, a major public transport initiative. Since 2022, 185 new and enhanced services have commenced. Over 240 towns and villages are now linked into the public transport network. Thirty-six of these new and enhanced services were delivered in 2025. These services, introduced under Connecting Ireland, now provide new transport connections to 41 higher education facilities and 61 healthcare facilities, as well as offering 71 connections to rail services, allowing passengers to continue to connect to the wider TFI network. Approximately 600,000 people now have access to these new services.”
“The Department continues to engage with the NTA to ensure existing levels of service, resilience and driver shortages are considered, and to ensure that planning and strategic decisions are informed by both operational and resource considerations. A sum of €31 million has been secured for continued investment in our rural transport service in 2026, a 38% increase on last year’s funding. This funding ensures the continued delivery of vital transport services across rural Ireland, building on the significant increase in recent years. In County Cork in particular, funding increased by 47% between 2024 and 2025, boosting passenger numbers by 95%. A great example of this continued investment can be seen on route 519, introduced in July 2025.”
“That said, I reassure the Deputy that the Government is strongly committed to providing all citizens with reliable and realistic sustainable mobility options, and public transport plays a key role in the delivery of this goal. To support this objective, in budget 2026 the Department of Transport secured €940 million in funding for PSO and TFI Local Link services, an increase from €650 million in 2025. This will go towards funding and subsidising existing public transport services across Ireland by maintaining targeted fares, including initiatives such as the recently introduced free travel for all children up to the age of nine and the young adult card for those aged from 19 to 25 as part of the NTA’s national fares strategy.”
“I thank Deputy Moynihan for giving me the opportunity to address the issue of bus services for people living west of Cork city. I want to clarify from the outset that the Minister for Transport has responsibility for policy and overall funding in relation to public transport but that neither the Minister nor his officials are involved in the day-to-day operation of public transport services. Statutory responsibility for securing the provision of public passenger transport services nationally rests with the NTA. The NTA works with the public transport operators who deliver the services and have responsibility for day-to-day operational matters.”
“However, as already mentioned, the rule of sovereign immunity would preclude the possibility of inspection or other enforcement actions in relation to state aircraft. In conclusion, there are fundamental issues with the scope, implementation and enforcement of the Bill. The measures proposed would create onerous obligations on the State and on the air operators concerned. It is not clear how the proposed stipulations requiring the maintenance of human rights standards aboard state aircraft could be verified or enforced in practice. The provisions relating to the proposed inspection regime are incomplete. The potential application of the Bill to state aircraft, including military aircraft, is contrary to the principles of sovereign immunity. For these reasons, the Government is not in a position to support this Bill.”
“Consideration has not been given to the fact that some responsibility for the implementation of the Chicago Convention and its associated annexes has been conferred on the Irish Aviation Authority through the Air Navigation and Transport Acts. The broad approach adopted in this Bill would inadvertently extend ministerial functions into areas which are no longer within the Minister's statutory remit. While the Bill seeks to impose explicit penalties for those who do not comply with its provision on the inspection of aircraft, it has not assessed the potential legal and financial ramifications for the State of operating the inspection regime. It is not clear if the proposed inspection regime would apply to state aircraft, including military aircraft.”
“Article 8 of the Air Navigation (Carriage of Munitions of War, Weapons and Dangerous Goods) Orders 1973 and 1989 already empower the Minister for Transport to enter and inspect a civil aircraft seeking to depart from a location in the State where there is an appearance of intention or likelihood of contravention. The Bill before the House does not explain how an inspection of an aircraft flying over the State could be facilitated. We know that directing an aircraft in transit to land for inspection raises complex issues relating to flight safety and international aviation law. In providing for a new and distinct inspection regime, the Bill does not appear to have taken account of existing legislation provisions in relation to the functions or powers of authorised officers. It risks duplicating measures that are already in place.”
“The first relates to Irish-registered civil aircraft operating outside of Ireland and typically carrying small numbers of armed police or military personnel between locations in the EU, mainly on regularly scheduled flights between locations in Scandinavia. The second category relates to US registered civil aircraft specifically chartered by the US military for the purpose of moving its personnel between the US and locations overseas. These flights do not carry ammunition but may carry the personally issued weapons of the military personnel.”
“Orders captured under the proposed Bill would include those in relation to the carriage of munitions of war, currently implemented by the Department of Transport. Under the Air Navigation (Carriage of Munitions of War, Weapons and Dangerous Goods) Orders 1973 and 1989, the carriage of munitions of war is prohibited on any civil aircraft in Irish sovereign territory and onboard any Irish-registered civil aircraft, wherever they may be operating, unless an exemption is granted by the Minister for Transport. Each year, the Department of Transport issues exemptions to air operators to permit the carriage of munitions of war in Irish sovereign territory. The operators that receive these broadly fall within one of two categories.”
“The Convention on International Civil Aviation provides for the rights of air operators of contracting parties to operate non-scheduled flights and stop for non-traffic purposes, such as refuelling, in the territory of another contracting party without prior authorisation. Private and commercial charter flights making technical stops for non-traffic purposes and not picking up or setting down passengers fall into this non-scheduled category. Additional implementation challenges relate to the introduction of inspections of any aircraft in or over the State to ensure compliance with the entire suite of the Air Navigation and Transport Acts and any orders that are made under those Acts.”
“Sovereign immunity, a long-standing principle of customary international law, means a state may not exercise its jurisdiction in respect of another state or its property, including state or military aircraft. This principle applies automatically to foreign state or military aircraft in the same way as it applies to Irish state or military aircraft abroad. It should be noted that civil aircraft chartered by governments remain civil aircraft and will therefore fall outside the definition of "state aircraft" under the Air Navigation and Transport Acts. This means that the specific provisions contained in the Bill related to human rights would not apply to these aircraft operations.”
“Section 1(6)(b) further defines "human rights" as "the rights liberties or freedoms conferred on, or guaranteed to, persons by any agreement, treaty or convention to which the State is a party and which has been given the force of law in the State". This provision invites further uncertainty as it is not clear how this would apply or how it would be enforced in respect of an aircraft registered in a state that is not party to these international agreements, treaties or conventions. The Government's position on the inspection of military aircraft has been very clear: foreign state or military aircraft which are given permission to land in Ireland are not subject to inspection or other enforcement measures.”
“permission" for overflight or landing of state aircraft that "human rights and equality would be upheld aboard that aircraft" and that "all persons aboard that aircraft will be treated with fairness, dignity and respect". It is not clear how these proposals could be monitored, implemented or enforced, particularly in relation to aircraft which are overflying the State. In relation to state aircraft landing in the State, the rule of sovereign immunity would preclude the possibility of inspection or other enforcement action. Section 1(6)(a) of the Bill proposes to define "human rights" as "the rights, liberties and freedoms conferred on, or guaranteed to, persons by the Constitution". It is not clear how constitutional protections could be applied to non-citizens, particularly on aircraft either overflying or landing in the State.”
“As the Government has made clear on many previous occasions, diplomatic clearance granted to foreign military or state aircraft to overfly or land in the State is subject to strict conditions. This includes that the aircraft is unarmed; it carries no arms, ammunition or explosives; it does not engage in intelligence gathering; and the flight in question does not form part of a military exercise or operation. This policy of diplomatic clearance is well known and is fully understood by the United States and other international partners. It is done in full compliance with Ireland's traditional policy of military neutrality. Section 1 of the Bill provides that "it shall be an express stipulation of any ...”
“Transferring this function from the Minister for foreign affairs to the Minister for Transport would represent a major policy change from the current process, which has been in place for more than 70 years. Section 1 of the Bill would further amend the 1946 Act to provide that all state aircraft seeking to overfly or land in the State with the express permission of the Minister for Transport "shall comply with such stipulations as the Minister may make in relation to such aircraft." A provision of this nature is already provided for in Article 4 of the Air Navigation (Foreign Military Aircraft) Order 1952, which provides that all state aircraft will comply with such stipulations as the Minister for foreign affairs may make in relation to the aircraft.”
“The Bill relies on the existing definition of "state aircraft", meaning the aircraft of any country used in military, customs or police services, consistent with the Convention on International Civil Aviation, otherwise known as the Chicago Convention. The requirement for foreign military aircraft to obtain permission from the Minister for foreign affairs is set out in the Air Navigation (Foreign Military Aircraft) Order 1952. As currently drafted, this Bill would transfer responsibility for the provision of diplomatic clearance for foreign military and state aircraft to overfly or land in the State from the Minister for foreign affairs to the Minister for Transport. Section 2 of the Bill also revokes the Air Navigation (Foreign Military Aircraft) Order 1952. There is no rationale presented for this proposal.”
“I thank the Cathaoirleach. First of all, I thank Senators Stephenson, Cosgrove, Higgins, Black, Harmon, Ruane and Noonan for initiating this Private Members' Bill. While I am pleased to attend the debate here today, the Government will be opposing this Bill on Second Stage. I understand the rationale and motivation behind the introduction of the Bill but there would be significant challenges associated with its implementation and enforcement. The Ministers, Deputies O'Brien and McEntee, agree that these challenges would make the Bill unworkable. The Bill proposes amendments to the Air Navigation and Transport Act 1946 to require that all state aircraft seeking to overfly or land in the State obtain the express permission of the Minister for Transport.”
“A commitment has been made to complete the review of the code, which is due to terminate in December of this year. The Minister, Deputy O'Brien, and I have had discussions with our officials this week. We will get further feedback from them to determine how we can improve the code and make it more workable. At the end of the day, it is important that engagement is not letters, emails or whatever, but rather interaction with people on the ground who have experience and can discuss with landowners the intricacies and their concerns and how we can take it from there.”
“The CPOs are not entered into lightly by local authorities and are only pursued where voluntary land acquisition cannot be achieved after sustained comprehensive engagement. The Senator asked me how engagement is monitored. That is a good question. I will come to that later. The code recognises the practical reality that greenways must be continuous and a missing section can undermine the safety, accessibility and viability of the entire route. While voluntary agreement is always the preferred option, in certain circumstances CPOs have to be used. I understand the code was developed by a range of stakeholders, including the IFA, the Irish Cattle and Sheep Farmers Association and the Irish Creamery Milk Suppliers Association. I am also advised that an annual review of the code takes place, the most recent of which took place in March 2026.”
“I thank the Senator. I agree with her sentiment that what we regard as consultation is not what is happening. Sending a letter or notification is not consultation. I saw this happen in the national greenway from Athlone to Galway, which has not proceeded because the consultation is not real consultation and there is no discussion or engagement. I reiterate, as the Senator has, that greenways have a significant benefit beyond the transport sector in areas such as regional economic development, public health, tourism, climate resilience and connectivity. In 2026, the Department will invest almost €44 million in greenways. The primary objective across proposed greenway schemes is to acquire land on a voluntary basis. This is stated explicitly in the code of best practice for national regional greenways.”
“This route has been in development since 2013, with TII taking over funding and delivery of the scheme in 2021 alongside Galway County Council. Approximately 16 km of the route has been delivered to date via agreed co-operation between landowners and the local authority. Unfortunately, it has not been possible to deliver the remaining 6 km of the route despite extensive engagement over a protracted period. As such, Galway County Council proceeded to a CPO in 2024. The code requires extensive consultation before such steps are considered. Landowners must be engaged with at an early stage and their concerns listened to. It is true that such collaboration for the facilitation of greenways can be efficiently delivered, bringing a huge array of social, health, commercial and environmental benefits to the local area, as well as further afield.”
“Even where a CPO commences, there is further ongoing engagement throughout the entire process to try and reach a voluntary land agreement. The CPO process also includes a mandatory obligation to seek to negotiate a settlement of the compensation issues including accommodation works. Where agreement cannot be reached, the statutory arbitration process is available. It is important to highlight that most claims are resolved by negotiated agreement without the need for a decision from the arbitrator. I advise that CPOs are truly a measure of last resort, but there remain situations where, despite best efforts, agreement cannot be reached and this legal mechanism is required to ensure that a route can be fully delivered. A real-life example of this can be seen in the Clifden to Recess section of the Connemara greenway.”
“The code also ensures that an independent agronomist is available to assist landowners with their queries and provide advice on the impact of any route proposals. The preferred approach in relation to land acquisition for greenways is to procure required land by voluntary land agreements. All reasonable efforts should be made to acquire land on a voluntary basis. It is only as a measure of last resort that a compulsory purchase order will be pursued by a local authority, and only after sustained engagement with individual landowners. CPOs are a long-standing statutory mechanism available to local authorities for public infrastructure projects that is justified by the common good. Their use is subject to strict legal processes and oversight, including independent oversight through An Coimisiún Pleanála.”
“The code was published in late 2021 and was developed in partnership with a range of representatives from the rural recreation, tourism, sport, farming, local business development and transport sectors. It sets out a clear, structured, and transparent approach to greenway development; an approach that prioritises early engagement, voluntary agreements and minimising impacts on landowners. The code states that State-owned lands should be used to the greatest extent possible when designing greenways. Where it is not feasible to use State-owned lands, or where there is limited State-owned lands, then the approach of sustained and regular engagement with local landowners is firmly embedded within the code. This engagement is a critical step to ensure that severance of land and farm holdings is avoided where feasible.”
“I thank Senator Lynch for her very important question. It gives me the opportunity to discuss this matter on behalf of the Minister for Transport. At the outset, I think it is important to outline the respective roles of some of the main stakeholders within the greenway programme: the Minister for Transport has responsibility for overall policy and Exchequer funding in relation to greenways while the planning, design and construction of individual greenways is a matter for Transport Infrastructure Ireland, TII, as the approving authority, in conjunction with the relevant local authorities. Local authorities, in turn, use the Code of Best Practice for National and Regional Greenways as the guide for planning and delivering schemes.”
“In that regard, the publication of the National Safety Camera Strategy is another step towards delivering this work. The use of safety cameras has been proven to reduce speeding and improve driver behaviour. I am confident that safety cameras will be an effective deterrent to motorists speeding and will further enhance the enforcement capabilities of An Garda Síochána. The increased use of cameras can help us achieve our road safety targets, including working towards Vision Zero. I look forward to hearing from the Deputies on this important topic.”
“Complementing these additional cameras, An Garda Síochána, through the mobile safety camera programme, delivered under contract by GoSafe, provides 9,000 hours of monitoring on our roads each month. This has increased from 7,500 hours in 2024. From 1 January An Garda Síochána introduced 390 new safety-camera zones, including 55 community request safety-camera zones, bringing the total to 1,901 safety camera zones nationwide. My focus as Minister of State and the focus of my Department and of all the road safety stakeholders we work with is on the delivery of phase 2 of the action plan. This was developed by experts, is based on Irish experience, and considers best practice in other countries. Our focus must be on the delivery of these agreed actions.”
“It should also be noted that individual agencies and offices remain responsible for their core functions, including deployment of cameras across the road network. This remains the case in the interim period before the strategy is fully implemented. With regard to current camera enforcement activity, I can assure the House that this has increased across the road network since late 2024. An Garda Síochána, with the assistance of TIl and local authorities has deployed nine new static safety cameras in nine counties across the road network. In addition, three new average-speed cameras have been deployed in Cavan, Mayo and Meath, bringing the total in use to five average-speed cameras in operation.”
“In addition, my Department will continue to work closely with all road safety stakeholders to ensure that the National Safety Camera Strategy is fully implemented. In developing the strategy, the inter-agency working group, chaired by TII, also developed a corresponding safety camera handbook. This sets out the process to be implemented when selecting locations for safety camera deployment and currently it sets out the process for the selection and prioritisation of speed cameras and red-light cameras. The handbook has been designed in such a way as to allow for additional chapters for other camera systems to be added in the future. It follows an evidence-based approach, so that cameras are located where they have the greatest potential for collision and casualty reduction.”
“The oversight group will: co-ordinate the activities of agencies involved in camera operation; collate, analyse and report on data on performance, for example, compliance and payment rates; keep the safety camera handbook up to date; undertake or task research to move forward the goals of the proposed new structure; and engage with my Department and the Department of justice on legislative, policy and funding matters. The group will agree its terms of reference and work plan to ensure successful implementation of the strategy. This includes agreeing at its first meeting an immediate set of short-term actions to start implementation. I expect the first meeting of this group to take place in the coming weeks. The group will report progress to the road safety leadership group.”
“Improved detection and enforcement of road traffic offences will promote better and safer driver behaviour and help protect all road users. A delivery focused camera enforcement oversight group comprising key stakeholders is being established to implement the National Safety Camera Strategy. Membership of the group will include senior leaders from An Garda Síochána, the NTA, TIl, RSA, the Courts Service and the local authority sector. The detail of both TIl's and the NTA’s expanded roles will be developed with the assistance of the group and resourcing requirements will be considered for An Garda Síochána, TIl and the NTA in conjunction with parent Departments.”
“Under this agreed approach, TIl will be responsible for the management of fixed and average speed cameras, in partnership with An Garda Síochána, which will continue to be responsible for the enforcement of camera-detected speed offences. The NTA will assume the primary responsibility - both management and enforcement functions - for urban traffic management offences. This approach builds on well-established road safety relationships, ensuring that we continue to see effective enforcement of road traffic laws, which is a key pillar of road safety. This strategy provides a clear framework to strengthen the use of safety cameras in a way that is targeted, evidence-led and proportionate. Ultimately, the challenge is to change road user behaviour.”
“The National Safety Camera Strategy provides the required framework, with partnerships and responsibilities associated for the successful deployment of road safety cameras across the State. Effective delivery of a deployment programme will necessarily require collaboration by multiple State agencies ensuring appropriate use of skills and expertise. This includes An Garda Síochána, Transport Infrastructure Ireland, TII, and the National Transport Authority, NTA. This approach was developed by the inter-agency working group led by TIl and was agreed by the road safety leadership group, which I chair, and which is driving implementation of the Government’s Road Safety Strategy 2021-2030.”
“An RSA behavioural research study in 2025 showed that over 50% of drivers found it acceptable to exceed speed limits by up to 10 km/h and almost 30% of drivers found it acceptable to exceed the limit by more than 10 km/h. This behaviour leads to dangerous road traffic collisions, often resulting in fatalities and serious injuries. Cameras are proven to be an effective deterrent in changing behaviour. As outlined in the strategy, according to a meta-analysis, average-speed cameras significantly reduce the number of collisions, with the overall number estimated to fall by 30%, and fatal and serious injury collisions by 56%. A similar comparison with fixed cameras indicates that they have significantly reduced collisions by approximately 20%, and fatal and serious injury collisions by 15%.”
“Following this, my Department conducted a series of bilateral meetings over the subsequent period with stakeholders who would be tasked with implementing the strategy. The increased deployment of safety cameras in the coming years is a key action to be delivered under the phase 2 action plan. This priority action is being delivered collaboratively by road safety partners and aligns with commitments in the programme for Government. The national safety camera strategy focuses on speeding, red light running and bus lane infringements, with flexibility for the enforcement of other types of offence in future. Undoubtedly, speeding remains a serious safety concern on Irish roads.”
“The group was not tasked with making proposals on the number of cameras to be deployed across the road network. Rather, in developing the strategy the working group focused on: mapping and understanding the current system, roles and responsibilities; analysing lessons learned from previous camera initiatives in Ireland; exploring best practice in other jurisdictions; assessing the optimal inter-agency partnerships for successful delivery; and formulating recommendations which were presented to the road safety leadership group. The working group identified and assessed potential options for delivering road camera systems and a draft report was submitted to my Department last year.”
“The strategy is a culmination of an extensive programme of work which was delivered under the phase 1 of the action plan for 2021-2024. Transport Infrastructure Ireland, TII, was tasked by my Department to develop a new safety camera strategy and TII served as chair and secretariat to an inter-agency working group that developed recommendations in this area. In addition to TII and my Department, the members of the working group include the Department of justice, An Garda Síochána, the National Transport Authority, the Courts Service, the Road Safety Authority and Dublin City Council. The work of this group built upon the findings and recommendations of the November 2023 report of the working group on camera-based enforcement of certain traffic offences.”